HK1240549A1 - Active airbag vent system - Google Patents

Abstract

Active airbag vent systems and associated systems and methods are described herein. An airbag system having an active vent configured in accordance with an embodiment of the present technology can include, for example, a first inflator operably coupled to a first hose for inflating an airbag in response to a rapid deceleration event. The airbag system can further include a second inflator operably coupled to a second hose configured to release a vent or seam on the airbag to rapidly deflate the airbag after initial deployment of the airbag.

Description

Active airbag venting system

Cross Reference to Related Applications

This application claims the benefit and priority of U.S. provisional patent application No. 62/146,268 filed on 11/4/2015 according to 35 th 199 (e) specification of the U.S. code; this patent application is incorporated by reference herein in its entirety.

Technical Field

The present technology relates generally to airbag safety systems, and more particularly to airbag venting systems for use on aircraft and other vehicles, and related systems and methods.

Background

Various types of seat belt and airbag systems have been used to protect occupants in automobiles, aircraft, and other vehicles. For example, in automobiles, airbags are typically deployed from steering columns, instrument panels, side panels, and/or other fixed locations. In an aircraft, airbags may deploy from seat belts (e.g., lap or shoulder belts), seats, and/or other aircraft structures. In a typical airbag system, a sensor detects a rapid deceleration event (e.g., a crash or crash) and sends a corresponding signal to a starting device (e.g., a pyrotechnic device) on the airbag inflator. This causes the inflator to release compressed gas into the airbag, thereby rapidly inflating and deploying the airbag.

Conventional airbags are designed to deploy toward the occupant and reduce the speed of the occupant to a rate that is not injurious or reduces injury. Typically, the airbag is positioned between the occupant and the surrounding structure in the direction of impact. When the occupant contacts the airbag, the airbag is pressed against and/or into the surrounding structure and the internal pressure increases. As the internal airbag pressure increases, the rate at which the occupant decelerates also increases, and may become too fast. The rate of deceleration may be reduced by using vents in the airbag to relieve some of the internal pressure during an occupant impact. However, such vents do not release all of the internal pressure during an impact because doing so can significantly reduce occupant protection. After the initial contact, the airbag continues to compress until the occupant's movement is rapidly stopped. At this time, the compressed airbag accelerates the occupant in the opposite direction (e.g., toward the rear of the seat in which the occupant is seated). This is known as "airbag bounce". There is a need for improved airbag systems to improve occupant protection by actively deflating the airbag to reduce airbag bounce.

Drawings

FIG. 1A is a partial schematic elevational view of an occupant restraint system showing a deployed airbag having an active vent configured in accordance with an embodiment of the present technique.

FIG. 1B is a partial schematic view taken from FIG. 1A showing details of an electronic assembly configured in accordance with embodiments of the present technique.

FIG. 2 is a front view of an airbag assembly having an active vent configured in accordance with an embodiment of the present technique.

FIG. 3 is a front view of an airbag assembly having an active vent configured in accordance with another embodiment of the present technique.

FIG. 4A is a front view and FIG. 4B is an enlarged view taken from FIG. 4A of an airbag assembly having an active vent configured in accordance with another embodiment of the present technique.

FIG. 5A is a front view and FIG. 5B is an enlarged view taken from FIG. 5A of an airbag assembly having an active vent configured in accordance with yet another embodiment of the present technique.

FIGS. 6A-6C are partial side views of various stages of operation of the airbag vents of FIGS. 5A and 5B in accordance with embodiments of the present technique.

FIGS. 7A and 7B are top cross-sectional views of the airbag assembly of FIGS. 5A and 5B in a stowed configuration and a deployed configuration, respectively, in accordance with embodiments of the present technique.

8A-8C are a series of top cross-sectional views illustrating a method of folding and storing an airbag hose in accordance with embodiments of the present technique.

FIG. 9A is an enlarged front view and FIG. 9B is a top cross-sectional view of an airbag vent configured in accordance with another embodiment of the present technique.

FIG. 10A is a partial isometric view of an airbag assembly having an active vent configured in accordance with another embodiment of the present technique, and FIG. 10B is an enlarged view taken from FIG. 10A.

FIG. 11 is a front view of an airbag assembly having an active vent configured in accordance with an additional embodiment of the present technique.

FIG. 12 is a front view of an airbag assembly having an active vent configured in accordance with yet another embodiment of the present technique.

Detailed Description

The present technology describes various embodiments of active airbag venting systems and methods of making and using the same. The active airbag venting systems and methods described herein may reduce occupant rebound that may be experienced with conventional airbag systems. In some embodiments of the present technology, an active airbag venting system has a vent that remains closed during initial deployment of the airbag, but then actively opens back quickly to allow gas to escape from the airbag. The vents may open in response to a mechanical or electrical signal based on an internal pressure of the airbag (e.g., the airbag reaches a predetermined pressure threshold), a position of the occupant (e.g., the position of the occupant relative to the seat, the airbag, and/or another structure), and/or an elapsed time interval (e.g., a predetermined time period) after initial deployment of the airbag. The use of active vents allows the airbag to maintain pressure during an accident or other rapid deceleration event to protect the occupant just as the occupant rebounds, when the airbag pressure is rapidly reduced to reduce the rebound.

In some embodiments of the present technology, the airbag system may include two inflators. The first inflator is operatively connected to the primary space of the airbag to deploy and inflate the airbag. The second inflator is operatively connected to the vent port to rupture or release the vent port after the airbag has been at least partially deployed. The first and second inflators may be used by a single electronic module assembly and/or two separate electronic module assemblies configured to delay the ignition or activation of the second inflator relative to the first inflator. The first inflator may be mounted within and/or outside the airbag and gas (e.g., air) may be delivered into the airbag via a hose or other suitable delivery conduit extending from the first inflator to the airbag. The second inflator may also be mounted within the airbag and/or external to the airbag, as described herein. A hose extending from the second inflator can be in fluid communication with the active vent. The active vents may be sewn, glued, heat sealed, or otherwise closed. The vent may be configured to release, rupture and/or tear when gas from the second inflator inflates the hose or inflates a bladder chamber within the bladder, forcing the vent, for example.

Certain details are set forth in the following description and in figures 1A-12 to provide a thorough understanding of various embodiments of the present technology. However, other details for describing well-known structures and systems often associated with airbags, occupant restraint systems, airbag activation circuits, and the like are not set forth below to avoid unnecessarily obscuring the description of the various embodiments of the technology.

Many of the details, dimensions, angles, and other features shown in fig. 1A-12 are merely illustrative of specific embodiments of the present technology. Accordingly, other embodiments may include other details, dimensions, angles, and features without departing from the spirit or scope of the invention. In addition, one of ordinary skill in the art will understand that other embodiments of the active airbag vent systems described herein may be practiced without some of the details described below. Various embodiments of the present technology may also include structures other than those shown in the figures, and are expressly not limited to the structures shown in the figures. Also, various elements and features shown in the drawings may not be drawn to scale.

In the drawings, like reference numbers indicate identical or at least generally similar elements. To facilitate discussion of any particular element, the most significant digit or digits of any reference number refer to the figure in which that element is first introduced. For example, element 110 is first introduced and discussed with reference to FIG. 1A.

FIG. 1A is a front view of an occupant restraint system 100 having an airbag system 110 configured in accordance with embodiments of the present technique. In the illustrated embodiment, the restraint system 100 secures an occupant 101 in a vehicle seat 102. The seat 102 may be positioned in various directions in various vehicles, such as an aircraft (e.g., private, commercial, and/or military aircraft, helicopter, etc.), a ground vehicle (e.g., private, commercial, and/or military automobile, truck, bus, train, etc.), a ship, a spacecraft, etc. In some embodiments, for example, the restraint system 100 may be used with passenger seats on commercial aircraft. The restraint system 100 may include one or more straps or webbing (Web) that encircle the occupant 101 and are connected together with one or more buckles. As used herein, "webbing" may refer to a flexible strap or webbing suitable for restraining an occupant during an accident event, such as a conventional seat belt made from a woven material (e.g., nylon). In the illustrated embodiment, for example, the restraint system 100 includes a waist belt 103 having a first webbing portion 104a connected to a second webbing portion 104b by a releasable buckle 126. In other embodiments, the restraint system 100 may include additional webbing, such as shoulder straps that extend transversely across the torso of the occupant and/or a crotch strap that extends between the legs of the occupant.

In the illustrated embodiment, the second webbing portion 104b carries an airbag 108, which airbag 108 is enclosed in the cover 106 prior to deployment. The airbag 108 is shown in an inflated state after deployment in fig. 1. When the airbag 108 is uninflated, it may be rolled, folded, padded or otherwise suitably housed within the cover 106 such that the second webbing portion 104b has the general appearance of a padded conventional seat belt. In other embodiments, the bladder 108 may have other shapes and be mounted in other locations and/or to other structures than that shown in FIG. 1A. For example, the airbag 108 may be mounted to the first webbing portion 104a, shoulder straps, to the back of a seat directly in front of the seat 102, to a bulkhead, a galley wall of a ship or airplane, a Privacy wall (Privacy wall), other monuments (Monument), and so forth.

In the illustrated embodiment, the airbag system 110 includes one or more inflators 111 (designated as a first inflator 111a and a second inflator 111b, respectively). The inflator 111 may be operatively coupled to one or more electronic components 112 (e.g., an electronics module assembly ("EMA"); shown schematically) via respective electrical connections 116 (e.g., wires, retractable cords, connectors, wireless communication links, etc.; which are individually labeled as a first electrical connection 116a and a second electrical connection 1116 b). The electronics assembly 112 may include one or more crash sensors 118 (e.g., acceleration sensors, such as magnetic field sensors, etc.) and associated devices and circuitry configured to detect rapid deceleration events above a preset magnitude and send one or more corresponding signals to the inflator 111 via the electrical connection 116. As described in more detail below, in one embodiment, the electronic assembly 112 is configured to send a first signal to the first inflator 111A to initiate deployment of the first airbag 108 and a second signal to the second inflator 111b to initiate deployment of a second airbag (not shown in fig. 1A) at a different time. In some embodiments, the first electronic component may be configured to send a first signal to the first inflator 111A to initiate deployment of the first airbag 108, and the second electronic component may be configured to send a second signal to the second inflator 111b to initiate deployment of a second airbag (not shown in fig. 1A) shortly after sending the first signal.

Each aerator 111 may include a tank, cylinder, and/or other container filled with a substantially inert compressed gas (e.g., air, nitrogen, helium, argon, etc.). The gas may be released when the internal pressure caused by a pyrotechnic initiator, electrical initiator, or other initiator (not shown) that is activated by an electrical signal from the electronics assembly 112 in response to a rapid deceleration event or similar dynamic event (e.g., impact, collision, crash, acceleration, etc.). In other embodiments, the inflator 111 may include a propellant-based gas generation device and/or other gas source suitable for inflation of an airbag.

Each aerator 111a, 111b is operatively coupled to a first end of a corresponding hose 114 (individually labeled as first hose 114a and second hose 114 b). The second end of the first hose 114a can be operatively connected to the airbag 108 such that gas can flow from the first inflator 111a to the airbag 108 during deployment. As described in more detail below with reference to fig. 2-3, according to some embodiments, the second end of the second hose 114b may be operatively connected to a second bladder (not shown in fig. 1A) located within the first bladder 108. The second hose 114b enables gas to flow from the second inflator 111b to inflate the second airbag, thereby opening the vent in the first airbag 108 after the initial deployment of the first airbag 108. The hose 114 may be a flexible fabric hose made of the same material as the bladder 108 (e.g., nylon). In other embodiments, the hose 114 may be made of other suitable materials known in the art, such as Kevlar (Kevlar), polyurethane, etc., which may, for example, provide a gas flow path from the inflator 111 to the respective airbag.

In operation, the restraint system 100 may protect the occupant 101 during a collision, a rapid deceleration event, or other type of dynamic event above a preset acceleration/deceleration level. For example, upon detection of such an event, the electronic assembly 112 may send a first signal to the first inflator 111a via the first electrical connection 116a such that compressed gas stored within the inflator 111a rapidly inflates the first airbag 108 via the first flexible tube 114 a. As shown in fig. 1A, the airbag 108 may deploy upward from the waistband 103 in front of the occupant 101 to provide forward impact protection. The belt-deployed airbag 108 of FIG. 1A positions the airbag 108 in front of the occupant 101, and may be particularly useful when incorporated into seats of aircraft and other vehicles having movable seat backs.

In the illustrated embodiment, the airbag 108 is carried or otherwise supported by the second webbing portion 104b of the waistband 103. In other embodiments, the airbag 108 may be carried on and deployed from the first webbing portion 104a, or from other portions of webbing or other structure (e.g., adjacent vehicle or seat structure). For example, in certain embodiments, the airbag 108 may deploy from a shoulder webbing, a seat back, or other monument, and/or provide impact protection from a different angle (e.g., side impact protection).

As schematically shown in fig. 1B, in accordance with embodiments of the present technique, the electronic assembly 112 may include a microprocessor 113 that receives power from a power source 115 (e.g., one or more batteries). One or more crash sensors 118 (e.g., acceleration sensors, magnetic field sensors, etc.) may detect a rapid deceleration event and communicate the event to the microprocessor 131. As shown in fig. 1B, in certain embodiments, electronics assembly 112 may also include a latching relay 121 (e.g., an electrical relay) positioned between sensor 118 and microprocessor 113 and/or elsewhere within electronics assembly 112. The latching relay 121 provides a ground path to allow the second inflator 111b to inflate. For example, the latching relay 121 may maintain a complete circuit after a crash event has been detected by the sensor 118 and after the sensor 118 has reverted to a normal state (i.e., wherein the circuit remains open) to allow the microprocessor 113 to send a second signal and initiate deployment of the second inflator 111 b. For example, in operation, when sensor 118 detects a rapid deceleration above a preset magnitude or other crash event, one or more switches in latching relay 121 and sensor 118 may close and cause microprocessor 13 to send a corresponding signal to deployment circuit 117. After receiving the signal from the microprocessor 113, the deployment circuit 117 sends a first signal to the first inflator 111a via the first electrical connection 116a to initiate deployment of the first airbag 108 (e.g., discharge of gas into the airbag 108 via the hose 114 a).

The unfolding circuitry 117 may be configured to: after sending a first signal to the first inflator 111a to inflate the second flexible tube 114b or a second airbag operatively connected to the second flexible tube 114b, a second signal is sent to the second inflator 111b via a second electrical connection 116 b. The unroll circuit 117 and/or the microprocessor 113 may include one or more timers 119 (e.g., a resistor-capacitor circuit "RC circuit" or other timing circuit) and/or programmable routines to instruct the unroll circuit 117 to send the second signal within a short period of time after the first signal is sent or a rapid deceleration event is detected. For example, the microprocessor 13 or sensor 118 may send a signal to start the timer 119 or routine when a rapid deceleration event is detected or a signal is sent to start the first aerator 111 a. The deployment circuit 117 may send the second signal to activate the second inflator 111b after a time period of from about 100ms to 200ms, from about 100ms to 180ms, from about 100ms to 172ms, about 120ms, about 130ms, and/or after a different time period following a predetermined event. The second signal may be sent after, for example, sending the first signal, after detecting a rapid deceleration event, after activating the first inflator 111a, and/or after a predetermined period of time after initial deployment of the airbag 108.

FIG. 2 is a front view of an airbag assembly 200 including a first airbag 108a configured in accordance with an embodiment of the present technique. The first bladder 108a is secured to the waist belt 103 via a first suture 228 (e.g., a "racetrack" suture) or other suitable fastener. The second balloon 224a is sewn to the interior of the first balloon 108 a. The first and second flexible tubes 114a, 114b enter the first bladder 108a through a first opening 226 (e.g., a slit). The first flexible tube 114a is attached to the interior of the first balloon 108a by second stitching 229 or other suitable fasteners. The second hose 114b enters the second balloon 224a through a second opening 227 (e.g., a slit) in the second balloon 224a and is attached to the interior of the second balloon 224a by a third suture 231 or other suitable fastener. The first and second hoses 114a and 114b provide gas from the inflators 111a and 111b to deploy the first and second airbags 108a and 224a, respectively. As shown in fig. 2, the second airbag 224a can be sewn to the first airbag 108a with a fourth seam 233a, thereby forming one or more common seams 230 (e.g., peripheral seams). The common seam 230 closes and seals both the first bladder 108a and the second bladder 224 a.

According to the embodiment of fig. 2, the first inflator 111a inflates the first airbag 108a in response to a rapid deceleration event in a conventional manner. Shortly after the first airbag 108a deploys (e.g., after 100-. The second airbag 224a is inflated until one or more common seams 230 are ruptured (e.g., deactivated, torn, released, or opened) to rapidly deflate the first airbag 108a and reduce occupant bounce from the first airbag 108 a.

As described above, after the first inflator 111a deploys the first airbag 108 (e.g., airbag 108a), the electronic assembly 112 may send a signal to the second inflator 111b to activate the second inflator 111 b. For example, the electronics assembly 112 may cause the first inflator signal and the second inflator signal to differ by a time period of about 100ms to 200ms, 100ms to 180ms, 100ms to 172ms, about 120ms, or about 130ms, and/or any value therebetween. In other embodiments, the electronic assembly 112 may send a second signal to the second inflator 111b to initiate inflation of the second airbag based on various other criteria, such as the internal pressure of the first airbag 108a (e.g., reaching a predetermined level). For example, the bladder 108 may include one or more pressure sensors 235 (shown schematically) to sense and provide internal pressure information to the electronic assembly 112. The electronics assembly 112 may be configured to send a second signal to initiate inflation of the second airbag when the internal pressure reaches a predetermined level. In other embodiments, the airbag 108, the belt 103, the seat 102 (fig. 1A), and/or other sensors (e.g., accelerometers, displacement sensors, etc.) in other surrounding structures may provide occupant acceleration, position, and/or displacement information to the electronics assembly 112. The electronics assembly 112 may be configured to send a second signal to initiate inflation of the second airbag when, for example, the occupant reaches a predetermined acceleration level or position relative to the seat 102. In another embodiment, the electronic assembly 112 may be configured to send a second signal to the second inflator 111b to activate the second inflator 111b based on a preset or predetermined time period after the initial deployment of the first airbag 108 a.

FIG. 3 is a front view of an airbag assembly 300 including a first airbag 108b configured in accordance with another embodiment of the present technique. The embodiment of fig. 3 is substantially similar to the embodiment of fig. 2, however, in this embodiment, the second airbag 224b is not sewn at a common seam 230 (fig. 2) that seals the two airbags. Instead, the second airbag 224b is sewn to the first airbag 108b with a seam 332 such that the seam 332 seals only the first airbag 108 b. Seam 332 is sewn through first balloon 108b and second balloon 224b by fourth stitch line 233 b. The second balloon 224b includes an inner portion 334a disposed inside the first balloon 108b and an outer portion 334b disposed outside the first balloon 108 b. The outer portion 334b extends from the first bladder 108b through the seam 332. In operation, the second balloon 224b inflates rapidly after the first balloon 108b inflates, in a manner similar to that described above with reference to fig. 2. The second airbag 224b (e.g., the inner portion 334a) is inflated until the seam 332 ruptures (e.g., fails, tears, releases, or opens) to rapidly deflate the first airbag 108b and reduce occupant bounce from the first airbag 108 b. The second airbag 224b remains inflated because the ruptured seam 332 does not release gas from the second airbag 224 b. This configuration allows the second airbag 224b to be reusable because the airbag assembly of fig. 3 is designed to rupture the seam 332 after inflation without tearing the second airbag 224b, rather than rupturing the seals of both airbags at the common seam 230 as in the embodiment of fig. 2.

Fig. 4A is a front view of an airbag assembly 400 including an airbag 108c configured in accordance with another embodiment of the present technique, and fig. 4B is an enlarged view of a portion of the airbag 108c taken from fig. 4A. In the illustrated embodiment, a second balloon within balloon 108c is not required. Referring to fig. 4A and 4B together, a seam 436 seams panels of airbag material together around the perimeter of the airbag 108 c. The seam 436 includes a first seam portion 437a and a second seam portion 437 b. The first seam portion 437a is sewn to the second hose 114b to secure the second hose 114b to the interior of the airbag 108c such that the second hose 114b is positioned or sandwiched between panels of airbag material. The first seam portion 437a can be sewn with a first suture type 438 (e.g., a lock suture). The first stitch type 438 is configured to have sufficient strength to stitch the panel of bladder material to the second hose 114b, but weak enough to tear after the second air hose 114b is inflated to release the first seam portion 437 a. As described in more detail below, releasing the first seam portion 437a allows the airbag 108c to quickly deflate and reduces occupant bounce from the airbag 108 c. The panels of bladder material can be sewn together with a second stitch type 440 (e.g., a chain stitch) along a second seam portion 437b (e.g., the remaining portion of the seam 436 away from the second hose 114 b). In some embodiments, the second seam type 440 is configured to be relatively "forgiving" to seam the panels of airbag material together along the curved portion of the second seam portion 437 b.

As shown in the enlarged view of fig. 4B, in some embodiments, the first seam portion 437a extends through an end of the second hose 114B, thereby forming a third seam portion 442 (e.g., transition portion) that is sewn with the first stitch line type 438. The third seam portion 442 is not sewn or attached directly to the second hose 114b, but is positioned between the first seam portion 437a and the second seam portion 437 b. For example, the third seam portion 442 extends from the end of the second hose 114B to a stop 448 on the seam 436 (as indicated by an "X" in FIG. 4B). As described in more detail below, a stop 448 at the end of the third portion 442 can provide a stop or termination point to limit tearing or breaking of the first seam portion 437 a.

In some embodiments, the second hose 114b may be partially closed or substantially closed by sutures 444 or other suitable fasteners prior to one or more diffusion holes 446 within the second hose 114 b. The partial closure of the second hose 114b limits the amount of gas that escapes through the diffusion hole 446 so that the second hose 114b inflates more quickly, thus breaking the first seam portion 437a more quickly. In this embodiment, the second flexible tube 114b is not completely sutured closed by the suture 444, as this may cause undue pressure in the second flexible tube 114b during inflation, resulting in failure of the second flexible tube 114 b. In contrast, sutures 444 allow a relatively small amount of gas to permeate or leak out through sutures 444 beyond diffusion holes 446. Because of the faster inflation of the second flexible tube 114b due to the partially closed seam 44, the second inflator 111b that inflates the second flexible tube 114b may be relatively smaller than the first inflator 111a (i.e., less compressed gas remains in the second inflator 111b than in the first inflator 111 a) because less gas is required to inflate the second flexible tube 114b and rupture the first seam portion 437 a. In various embodiments, the orientation or angle of the end of the second hose 114b may be designed such that none or several of the diffusion holes 446 point inward toward the interior of the balloon 108 c. For example, one, two, three, four, or more of the diffusion holes 446 may be directed toward the interior of the balloon 108c, with the remaining diffusion holes 446 directed outwardly away from the interior of the balloon 108 c. Orienting the second hose 114b in this manner reduces the amount of gas released from the diffusion hole 446 back into the bladder 108c when the first seam portion 437a is ruptured or released. According to certain embodiments, the second flexible tube 114b may also be attached to the balloon 108c via one or more secondary fasteners 449 (e.g., sutures, clips, or other suitable fasteners) to prevent the second flexible tube 114b from peeling or separating from the balloon 108c after the first seam 437a is released, as described in more detail below.

In operation, as in the other embodiments described herein, the second inflator 111b is activated quickly after the airbag 108c is deployed to inflate the second hose 114 b. When the second hose 114b is inflated, it releases the first seam portion 437a (e.g., by rupturing or tearing the first stitch type 438) to quickly deflate the bladder 108 c. The release of the first seam portion 437b forms an opening (e.g., a vent) in the airbag 108c that propagates toward the end of the first seam portion 437 a. Accordingly, the length of the first seam 437a can affect the rate of deflation and/or the amount of venting of the bladder 108 c. Further, in certain embodiments, a stop 448 at the end of the third seam portion 442 can prevent further propagation of the opening or vent formed by the first seam portion 437 a. For example, if the opening created by the first seam 437a continues to propagate through the end of the second hose 114b, further propagation stops at the stop 448.

FIG. 5A is a front view of an airbag assembly 500 having an airbag 108d configured in accordance with another embodiment of the present technique, and FIG. 5B is an enlarged view of a portion of the airbag 108d taken from FIG. 5A. Although not shown in fig. 5A and 5B, the airbag assembly 500 includes a first inflator and a first hose that inflate the airbag 108d upon detection of a crash event (e.g., as described above with reference to fig. 1A-4B). Similar to the embodiment shown in fig. 4A and 4B, the airbag assembly 500 includes only one airbag 108 d. Referring first to fig. 5A, a patch 552 is secured to the airbag 108d over a vent slit 554 (e.g., an opening) in the airbag 108d to prevent or reduce the escape of gas from the airbag 108d through the vent slit 554 during inflation. The second hose 114b is sandwiched between a portion of the patch 552 (e.g., a peripheral portion of the patch 552) and the air bag 108 d. The bladder 108d, a peripheral portion of the patch 552, and the second hose 114b may be sewn together along seam 550 and/or otherwise attached to one another. The airbag assembly 500 shown in fig. 5A and 5B may include, in whole or in part, one or more of any of the features described with respect to any of the other embodiments described herein. For example, the end of the second flexible tube 114b may be closed by a sewn portion upstream of the one or more diffusion holes to increase the inflation rate of the second flexible tube 114b and/or allow the use of a relatively smaller second inflator.

The operation of the airbag assembly 500 of fig. 5A and 5B is illustrated in a series of partially schematic side views of fig. 6A-6C, wherein fig. 6A-6C illustrate stages of inflation of the second hose 114B. As shown in fig. 6A, the closure patch 552 is sewn over the vent slits 554 prior to inflation to prevent or reduce the escape of gas from the airbag 108d through the vent slits 554 during airbag inflation. When second hose 114B is inflated, as shown in fig. 6B, the pressure of the expanded second hose 114B ruptures (e.g., tears) at least a portion of seam 550 that attaches patch 552 to bladder 108 d. After the seam 550 is released, at least a portion of the patch 552 unravels from the balloon 108d to allow gas to escape from the vent slits 554 and to rapidly deflate the balloon 108d (as shown by arrow G in fig. 6C). At any time after a portion of the seam 550 has ruptured, including while the second hose 114B is inflating (FIG. 6B) and after the second hose 114B has deflated (FIG. 6C; after gas is released from the second inflator 11B (FIG. 5A)), the gas can escape through the vent slits 554.

Fig. 7A and 7B are top cross-sectional views illustrating the airbag 108d of fig. 5A and 5B, respectively, in a stowed configuration and a deployed configuration, respectively, in accordance with certain embodiments of the present technique. The dashed lines in FIG. 7A represent the inflated airbag 108d in the deployed configuration. In some embodiments, the deployed length portion of the second hose 114b may be housed inside or outside of the air bag 108 d. For example, as shown in fig. 7A, a fabric tube 756 partially disposed outside of balloon 108d can receive a portion of second flexible tube 114b, and a portion of second flexible tube 114b can be stored inside balloon 108d in a stowed configuration having one or more induced bends 758 (e.g., folds or curls). The bend 758 in the portion of the second hose 114b stored inside the airbag 108d enables the second hose 114b to unwind when the airbag 108d is deployed without placing unnecessary stress on the seam 550 and/or the second inflator 111 b. As shown in fig. 7B, if the slack in the second hose 114B is insufficient, the second hose 114B may inadvertently apply a tension F during, for example, deployment of the airbag 108 d. Insufficient slack in the second hose 114b may also exert undue force F during assembly and transportation of the airbag assembly 500. The force F may cause the seam 550 to inadvertently tear and the bladder 108d to deflate prematurely. In addition, this may cause the second hose 114b to pull and activate the second inflator 111b, causing the second hose 114b to inflate unintentionally. Positioning the second hose 114b within the airbag 108d may also inhibit binding that may occur during deployment of the airbag 108d if the second hose 114b is folded over outside of the airbag 108d or inside the fabric tube 756.

Fig. 8A-8C are a series of top cross-sectional views illustrating a method of folding and storing the second hose 114B within the bladder 108d of fig. 5A and 5B. As shown in FIG. 8A, a pulling force in the direction of arrow G may be applied to the end of the second flexible tube 114b to pull the second flexible tube 114b into position inside the air bag 108 d. As shown in fig. 8B, by pushing the portion of the air bag 108d adjacent the second flexible tube 114B inward in the direction of arrow H, one or more folds, bends, and/or crimps 858 may be induced in the second flexible tube 114B and the air bag 108 d. The bladder 108d and second hose 114b may then be folded together with a downward force in the direction of arrow I, as shown in fig. 8C. The airbag 108d is then ready for further assembly, stowing in a cover, and/or fastening to the belt 103 (fig. 1A), shoulder webbing, seat back, divider wall, surrounding monument, and/or other structure. Further, in some embodiments, one or more sutures 859 and/or other fasteners may be used to temporarily secure the second hose 114b to itself and to retain at least one fold, curl, and/or bend 858 in the second hose 114b when in a stowed or undeployed configuration. The suture 859 may be configured to break when the balloon 108d is deployed. This may prevent the second hose 114b from slipping or being pulled out of the airbag 108d and into, for example, the fabric tube 756 prior to deployment of the airbag 108d (e.g., during shipping, assembly, and/or installation of the airbag 108 d).

FIG. 9A is an enlarged view of a portion of an airbag assembly 900a including an airbag 108e configured in accordance with another embodiment of the present technique. In this embodiment, the balloon 108e may include a vent or seam 954 that is sewn together by stitches 960 (e.g., a single-line chain stitch where only one loop must fail to open the seam 954). The seam 954 is configured to release without a second inflator, a second hose, and/or a second airbag. The balloon assembly 900a may include a release mechanism 961 (shown schematically) that is operably coupled to the end 960a of the suture 960 to release the seam 954 and thereby open the seam 954 to release gas from the balloon 108 e. For example, release mechanism 961 may be a pull cord, a solenoid spool valve, a spring loaded mechanism, an automatic retraction spool, and/or other suitable mechanical release device attached to end 960a of suture 960.

In operation, a single inflator 111A (not shown; FIG. 1A) may be used to inflate balloon 108e in a conventional manner, and then a pulling force F may be applied to the free end 960a of suture 960 via a release mechanism 961 extending outside of balloon 108 e. This causes the stitches 960 to unravel and/or rupture and release the seams 954 to rapidly deflate the balloon 108e after initial deployment. The pulling force F may be applied by a drawstring or other mechanical device attached to the end of the suture 960. The release mechanism 961 may be operatively coupled to the electronic assembly 112 (fig. 1A) such that the electronic assembly 112 may send a signal to, for example, an actuator or other device to activate the release mechanism 961. For example, a signal from the electronics assembly 112 may activate an actuator to release a pull cord or spring-loaded mechanism to apply the force F and release the suture 960 after inflating the balloon 108 e. In some embodiments, a second electronic component (not shown) may be configured to send a signal to the actuator to activate the pull cord or release the spring-loaded mechanism shortly after the first electronic component 112 (fig. 1A) sends a signal to inflate the air bag 108 e. In other embodiments, the pulling force F may be applied by an occupant impact to the deployed airbag 108e (e.g., as described in more detail below with respect to the embodiment of fig. 9B).

Fig. 9B is a top cross-sectional view of an airbag assembly 900B that includes an airbag 108f that is at least substantially similar to the airbag 108e of fig. 9A. A portion 964 of the thread from the stitch line 960 (e.g., the portion that does not hold the seam 954 closed) extends from the seam 954 through an opening 962 (e.g., a cut, an eyelet, etc.) on the first side of the balloon 108 f. The wire portion 964 is attached (e.g., secured or fastened by a stitch 963, other fastener, etc.) to a second side of the airbag 108f opposite the first side such that the wire portion 964 extends across an inner surface of the airbag 108f between the first and second sides, which faces or is toward the occupant 101 (fig. 1A). When the occupant 101 (fig. 1A) impacts and compresses the airbag 108F (e.g., during an accident or other rapid deceleration event), the wire portions 964 are pulled inward (e.g., as indicated by arrows F and dashed lines 965). This causes the suture 960 to loosen or untwist and release the seam 954 as described above. In such embodiments, the timing of the venting may be controlled by the amount of slack in the line portion 964. For example, if the length of wire portion 964 is increased, slack increases, requiring an increase in the amount of displacement D in the direction of arrow F relative to the shorter length wire portion 964 to release seam 954. Accordingly, the use of longer wire portions 964 results in an increased time interval or period of time to release the seam 954 after deployment of the balloon 108f as compared to shorter wire portions 964.

FIG. 10A is an isometric view of an airbag assembly 1000 including an airbag 108g configured in accordance with another embodiment of the present technique. Fig. 10B is an enlarged view of the patch 1052 sewn over the vent slit 1054 (e.g., opening) in the airbag 108g of fig. 10A. This embodiment includes certain features that are at least substantially similar to the features of the airbag assemblies 900a and 900B of fig. 9A and 9B. However, in the embodiment shown in fig. 10A and 10B, the first stitch type 1060 (e.g., single line chain stitch) secures a portion 1053 of the patch 1052 (e.g., a side of the patch 1052) over the vent slit 1054 rather than straight-stitching the vent stitches together (e.g., as in the balloon embodiment of fig. 9A and 9B). The first suture type 1060 may be unraveled to release the portion 1053 of the patch 1052 and expose the vent slit 1054, allowing gas to escape through the vent slit 1054 to rapidly deflate the balloon 108 g. As shown in fig. 10B, other lateral or peripheral portions of the patch 1052 may be secured to the balloon 108g with a second suture type 1066 (e.g., a two-needle chain suture). After the first suture type 1060 is undone, the second suture type 1066 at least partially retains the patch 1052 secured to the balloon 108 g.

Similar to the embodiment shown in fig. 9B, the thread forming the first suture type 1060 may include an extension 1065 that extends through an opening 1062 (fig. 10A, e.g., a cut-out or through-hole) on a first side or portion 1067a of the balloon 108 g. As shown in fig. 10A, the wire extension 1065 can extend laterally through the interior of the balloon 108g and attach (e.g., secure or fasten) to an attachment point 1066 on a second side or portion 1067a of the balloon 108g opposite the first portion 1067 a. After the initial airbag inflation, the occupant strikes and compresses panel 1069 of airbag 108g (as indicated by arrow F in fig. 10A). This compression of balloon 108b displaces wire extension 1065 and tensions wire extension 1065. Tension on the thread extension 1065 pulls and unravels the first suture type 1060 to release the patch 1052. This allows gas to escape from the vent slits 1054 to rapidly deflate the balloon 108 g.

In other embodiments, the airbag assembly 1000 includes a drawstring or other suitable mechanical release mechanism that is operatively coupled to the free end of the first suture type 1060 that extends outside of the airbag 108 g. The release mechanism is activated to pull the free end and untwist the first suture type 1060 to release the patch 1052.

As shown in the enlarged view of fig. 10B, in some embodiments, the balloon 108g includes a cut or opening 1063 in the balloon 108g adjacent or proximate to the patch 1052. The thread extension 1065 extending beyond the patch 1062 includes at least one loop or thread portion 1061 of the first suture type 1060 that is unattached (e.g., sewn) to the balloon 108 g. For example, the thread portion 1061 can extend out of the balloon 108g through the opening 1063, out of the balloon 108g, and/or away from the balloon 108g, thereby allowing the thread extension 1065 to "float" within the balloon 108g (through the opening 1063) or extend out of the balloon 108 g. If the first stitch type 1060 is not arranged with such free or floating line portions 1061, the first stitch type 1060 would have to continue to be sewn from the patch 1052 to the edge or side panel or surface of the airbag 108 g. This may create a peripheral seam that attaches the panels of airbag material sewn together by the first stitch type 1060 (if the first stitch type continues on the airbag 108g from the patch 1052 to the edge or side of the airbag 108 g) and may prevent the first stitch type 1060 from unraveling to release the patch 1052. Accordingly, the float line portion 1061 eliminates the possibility of the peripheral suture line interfering with the active vent of the bladder 108 g.

In some embodiments, the line portion 1061 may be crimped. The crimp thread portion 1061 can prevent the first suture type 1060 from being inadvertently pulled and untied when assembling the balloon 108g and/or during deployment. For example, crimped wire portions 1061 may be configured to withstand forces applied during assembly or deployment of the airbag 108g (e.g., strong enough not to untwist or release in response to the forces), but weak enough to be released or untwisted in response to tension applied to the wire extensions 1065 by an occupant impacting the airbag 108g or a release mechanism (e.g., a pull cord). Any of the features described with reference to the embodiment of fig. 10B may be applied to or included in the airbag assemblies 900a and 900B described above with reference to fig. 9A and 9B.

Fig. 11 and 12 are front views of airbag assemblies 1100 and 1200, respectively, including airbags 108h and 108i, respectively, configured in accordance with other embodiments of the present technique. The airbag assemblies 1100 and 1200 of fig. 11 and 12 include certain features that are substantially similar to features of the airbag assemblies 900a and 900B of fig. 9A and 10B, respectively. However, in the embodiment of fig. 11 and 12, the second inflator 111b and second hose 1114b are configured to directly release a sewn vent seam 1154 (fig. 11) in the airbag 108h, or to release a sewn patch 1252 (fig. 12) covering a vent 1254 (fig. 12) on the airbag 108 i. Referring to fig. 11, a stitch line 1160 (e.g., a chain stitch line) stitches a vent seam 1154 or other closed opening on the airbag 108 h. Suture thread 1160 may be sutured to an end of second flexible tube 1114b (as shown by arrow S) such that suture thread 1160 extends (e.g., starts or initiates) from second flexible tube 1114b (or extends beyond second flexible tube 1114 b). Stitching 1160 then continues from second hose 1114b onto bladder 108h to the end of bladder 108h to sew closed vent seam 1154. Stitching 1160 attached to second hose 1114b is configured to rupture after second hose 1114b is inflated to release stitching 1160 and vent seam 1154. For example, when second hose 1114b is inflated, internal pressure increases within second hose 1114b, which results in force being exerted on the ends of suture 1160. This force ruptures stitching 1160 to release vent seam 1154.

In the airbag assembly 1200 of fig. 12, the suture 1260 stitches the patch 1252 over the exhaust 1254. The suture thread 1260 can be sutured to the second flexible tube 1114b and ruptured and released after inflation of the second flexible tube 1114 b. This releases at least a portion of the patch 1252 from the airbag 108i, allowing gas to escape from the vent seam 1254 and quickly deflate the airbag 108i to prevent or reduce occupant rebound.

As described above with respect to fig. 10A and 10B, certain embodiments of the present technology may include crimped ends of the sutures 1160, 1260 and/or include openings (not shown) through which the sutures 1160, 1260 may pass so as to be spaced or separated from the balloon to prevent inadvertent release of the sutures or suturing the sutures to the balloon with a peripheral seam. In other embodiments, the balloon assemblies 1100 and 1200 of fig. 11 and 12 do not include crimped ends or additional openings to prevent or reduce the possibility of inadvertent release of sutures during balloon assembly, construction, and/or deployment. For example, referring to fig. 11, the end (e.g., loop or thread portion) of the stitch 1160 sewn to the second hose 1114b may be sewn to the second hose 1114b without being directly fastened to the bladder 108 h. During assembly, suture 1160 may be first stitched to second hose 1114b, and then second hose 1114b (along with suture 160) may be inserted into balloon 108h such that the portion of second hose 1114b to which suture 1160 is attached is free or "floating" within balloon 108 h. After the second hose 1114b is inserted into the airbag 108h, the other end of the stitching 1160 may continue to be stitched to close the vent seam 1154 or patch 1252 (fig. 12) and to a portion of the airbag 108h (e.g., an edge or side portion of a panel or surface).

The structure and function of the various airbag systems and/or other related components described herein may be at least substantially similar to the structure and function of the corresponding systems and components described in the following patent applications: united states patent application No. 13/174, 659 filed 30.6.2011 (now U.S. patent No. 9/156, 558), entitled INFLATABLE persinolatrestra INT SYSTEMS; U.S. patent application No. 09/143,756 filed on 13/8/1998 (now U.S. patent No. 5,984,350), entitled VEHICLE SAFETY SYSTEM; U.S. patent application No. 10/672,606 (now U.S. patent No. 6,957,828), filed on 26.9.2003, entitled INFLATABLE lappelt safe BAG; U.S. patent application No. 09/253,874 filed on 3/13/2000 (now U.S. patent No. 6,439,600), entitled SELF-CENTERING AIRBAG AND METHOD FOR MANUFACTURINGAND TUNING THE SAME; U.S. patent application No. 09/523,875 (now U.S. patent No. 6,535,115), filed 3/13/2000, entitled AIR BAG HAVING EXCESSSIVE EXTERNALMALDENIC FIELD PROTETION CICUITRY; U.S. patent application No. 09/524,370 filed on 3/14/2000 (now U.S. patent No. 6,217,066), entitled multile infantor safe use; U.S. patent application No. 12/057,295 (now U.S. patent No. 7,665,761), filed on 27.3.2008, entitled INFLATABLE PERSONAL RESTRAINT SYSTEMS AND ASSOCIATED DMETHODS OF USE AND MANUFACTURE; U.S. patent application No. 12/051,768 (now U.S. patent No. 7,980,590), filed 3/19/2008, entitled INFLATABLE PERSONAL RESTRAINTSYSTEMS HAVING WEB-MOUNTED INFLATORS AND ASSOCIATED METHOD OF USE ANDMANUFACTURE; U.S. patent application No. 13/608,959 (now U.S. patent No. 9,176,202), filed 9/10 2012, entitled electrochemical MODULE FOR stable polymeric resin composition SYSTEMS AND ASSOCIATED METHODS; U.S. patent application No. 13/170,079 (now disclaimed) filed on 27/6/2011 entitled SENSOR FOR DETECTING RAPID DECELERATION/ACCELERATION EVENTS; U.S. patent application No. 13/194,411 (now U.S. patent No. 8,439,398), filed 7/29/2011, entitled INFLATOR CONNECTOR FOR INFLATABLE PERSONALRESTRAINTS AND ASSOCIATED SYSTEMS AND METHOD; U.S. patent application No. 13/227,392 (now U.S. patent No. 8,556,293), filed 7.9.2011, entitled BUCKLE CONNECTORS FOR NELATABLE PERSONAL RESTRAINTS AND ASSOCIATED METHOD OF USE AND MANUFACTURE; U.S. patent application No. 13/086,134 (now U.S. patent No. 8,469,397), filed on 13.4.2011, entitled STITCH PATTERNS FOR RESTRAINT-MOUNTED AIR BAGS AND ASSOCIATED DSYSTEMS AND METHODS; united states patent application No. 13/227,382 (now U.S. patent No. 8,403,361), filed 7.9.2011, entitled active system FOR stable personal environment system; united states patent application No. 13/228,333 (now U.S. patent No. 8,818,759), filed on 8.9.2011, entitled component SYSTEM FOR REMOTE TESTING OF interior performance RESTRAINT SYSTEMS; U.S. patent application No. 13/424,197 (now U.S. patent No. 8,523,220), filed 3/19/2012, entitled STRUCTURE motor bound AI RBAG association systems and apparatus registered SYSTEMS AND METHODS; U.S. provisional patent application No. 62/041,549, filed on 25.8.2014, entitled AIRBAG ASSEMBLY FOR LEG FLAIL PROTECTION AND ASSOCIATED DSYSTEMS AND METHODS; U.S. patent application No. 14/808,983 filed 24/7/2015, entitled AIRBAG ASSEMBLY FOR LEG FLAI L PROTECTION AND ASSOCIATED SYSTEMS AND ADMETHOSES; U.S. patent application No. 14/505,277, filed on 2.10.2014, entitled ACTIVISION AI RBAG ASSEMBLY AND ASSOCIATED SYSTEMS AND METHOD; U.S. provisional patent application No. 62/139,684, filed 3/28/2015, entitled EXTENDING PASS-THROUGHAIRBAG OCCUPANT RESTRAINT SYSTEMS, AND ASSOCIATED SYSTEMS AND METHODS; U.S. provisional patent application No. 62/146,268, filed on 11/4/2015, entitled ACTIVE airbank vettsystem; U.S. patent application No. 15/002,237 filed on 20.1.2016, entitled OCCUPANTRESTRAINT SYSTEMS HAVING EXTENDING RESTRAINTS, AND ASSOCIATED SYSTEMS ANDMETHODS; U.S. provisional patent application No. 62/289,761, filed 2/1/2016, entitled seatbeam air WITH HEAD PILLOW; and U.S. provisional patent application No. 62/292,642, filed 2016, 2, 8, entitled MULTI-CHAMBER AIRBAG; each of the patents and patent applications listed above is incorporated by reference herein in its entirety. Indeed, any patents and applications and other references identified herein, including any that may be listed in the accompanying filing papers, are incorporated herein by reference in their entirety. Aspects of the invention can be modified, if necessary, to employ the systems, functions and concepts of the various references described above to provide yet further embodiments of the invention.

From the foregoing it will be appreciated that specific embodiments of the invention have been described herein for purposes of illustration, but that various modifications may be made without deviating from the scope of the invention. For example, a pyrotechnic or other electromechanical cutting device may be used to sever or release sutures, seams, patches, and/or vents as described herein. Accordingly, the invention is not limited except as by the appended claims.

Claims (32)

1. An active vent airbag system, comprising:

an airbag having an active vent;

a first inflator;

a second inflator;

a first hose operatively coupling the first inflator to the airbag, wherein activation of the first inflator releases gas from the first inflator into the airbag via the first hose to inflate the airbag; and

a second hose operatively coupling the second inflator to the active vent, wherein the active vent remains closed during initial inflation of the airbag via the first hose, and wherein activation of the second inflator releases gas into the second hose after initial inflation of the airbag to open the active vent and reduce pressure in the airbag.

2. The active vent airbag system of claim 1, further comprising:

an electronic assembly communicatively coupled to the first inflator and the second inflator, wherein

The electronic assembly is configured to send a first signal to the first inflator to initiate deployment of the airbag,

the electronic assembly is further configured to send a second signal to the second inflator to activate the second inflator, an

The second signal is sent after the first signal, activation of the first inflator, a rapid deceleration event, or a predetermined period of time after deployment of the airbag.

3. The active vent airbag system of claim 1, further comprising:

an electronic assembly communicatively coupled to the first inflator and the second inflator, wherein

The electronic assembly is configured to send a first signal to the first inflator to initiate deployment of the airbag,

the electronic assembly is further configured to send a second signal to the second inflator to activate the second inflator, an

The second signal is transmitted in response to a position of a seat occupant relative to at least one of the airbag, a seat, or a monument surrounding the seat occupant.

4. The active vent airbag system of claim 1, further comprising:

an electronic assembly communicatively coupled to the first inflator and the second inflator, wherein

The electronic assembly is configured to send a first signal to the first inflator to initiate deployment of the airbag, an

The electronic assembly is further configured to send a second signal to the second inflator to activate the second inflator; and

a pressure sensor configured to detect an internal pressure of the airbag, wherein the electronics module assembly is configured to send the second signal when the internal pressure reaches a predetermined level.

5. The active vent airbag system of claim 1, wherein the airbag is a first airbag, and wherein the active vent airbag system further comprises:

a second airbag within the first airbag, wherein the second hose connects the second inflator to the second airbag to transfer gas from the second inflator to the second airbag upon activation of the second inflator, and wherein the second inflator is configured to over-inflate the second airbag; and

a seam sealing a portion of the first airbag and a portion of the second airbag during an initial inflation of the first airbag, wherein the seam is configured to rupture after inflation of the second airbag.

6. The active vent airbag system of claim 1, wherein the airbag is a first airbag, and wherein the active vent airbag system further comprises:

a second airbag at least partially within the first airbag, wherein the second hose connects the second inflator to the second airbag to deliver gas from the second inflator to the second airbag upon activation of the second inflator; and

a seam connecting the first airbag to the second airbag, wherein

The seam seals the closed portion of the first bladder during initial inflation of the first bladder,

the seam is configured to rupture after inflation of the second airbag, an

The second bladder is configured to maintain a seal after the seam is ruptured.

7. The active vent airbag system of claim 6, wherein the second airbag includes an inner portion disposed within the first airbag and an outer portion disposed outside the first airbag.

8. The active vent airbag system of claim 1, further comprising:

a first seam portion securing the second hose to an interior of the airbag; and

a second seam portion attached to a panel of the airbag, wherein the second seam portion is configured to seal the panel of the airbag after activation of the first and second inflators, an

Wherein the first seam portion comprises a first stitch type configured to seal the airbag during inflation of the airbag by the first inflator and configured to rupture after inflation of the second hose, wherein rupture of the first seam portion releases gas from the airbag.

9. The active vent airbag system of claim 8, wherein:

the second hose has an end within the bladder; and

the first seam portion comprises a first stitch line type; and

the active vent airbag system also includes a third seam portion made of the first stitch type, wherein the third seam portion extends from the first seam portion over an end of the second hose to the second seam portion.

10. The active vent airbag system of claim 9, further comprising a stop at a transition between the second seam portion and the third seam portion, wherein the stop is configured to limit rupture beyond the third seam portion.

11. The active vent airbag system of claim 8, wherein:

the second hose includes a plurality of diffusion holes at an end of the second hose; and

the active vent airbag system further includes a stitch line before at least one of the diffusion holes, wherein the stitch line is configured to partially close the second hose and inflate the second hose more quickly to rupture the first seam portion.

12. The active vent airbag system of claim 11 wherein at least a portion of the diffusion holes are positioned outwardly away from an interior of the airbag.

13. The active vent airbag system of claim 11 wherein the second inflator is smaller than the first inflator.

14. The active vent airbag system of claim 1, further comprising

A vent slit in the airbag;

a patch over the vent slit, wherein the patch is configured to seal the airbag during initial inflation of the airbag via the first inflator; and

a seam connecting the patch to the second hose and the material of the airbag, wherein the second hose is located between the patch and the material of the airbag, and wherein at least a portion of the seam is configured to rupture upon inflation of the second hose to release gas from the airbag via the vent slit.

15. The active vent airbag system of claim 14, wherein the second hose is at least partially disposed within the airbag, and wherein the portion of the second hose disposed within the airbag prior to deployment of the airbag comprises a plurality of induced bends.

16. The active vent airbag system of claim 1, further comprising:

a vent seam in the airbag; and

a stitch line sewn over the vent seam and over an end of the second hose, wherein the stitch line terminates or begins at the end of the second hose, and wherein the stitch line is configured to rupture and release gas from the vent seam after inflation of the second hose.

17. The active vent airbag system of claim 1, further comprising:

a vent in the airbag;

a patch over the exhaust port; and

a suture configured to close the patch over the vent and having a tip at the second hose end, wherein the suture is configured to rupture after inflation of the second hose to release a portion of the patch and allow gas to be released from the vent seam.

18. An active exhaust airbag system comprising

An air bag;

an inflator;

a hose connecting the inflator to the airbag, wherein the hose is configured to convey gas from the inflator to the airbag to inflate the airbag upon activation of the inflator, and wherein the inflated airbag is configured to absorb an impact of a seat occupant; a vent port on the airbag;

a suture sealably closing the vent during initial inflation of the balloon; and

a release mechanism operably coupled to the suture, wherein the release mechanism is configured to rupture the suture after initial inflation of the balloon to reduce pressure within the balloon.

19. The active vent airbag system of claim 18 wherein the suture is sewn over the vent to seal the vent closed.

20. The active vent airbag system of claim 18, further comprising a patch over the vent, wherein the stitching is sewn through a portion of the patch to sew the patch over the vent.

21. The active vent airbag system of claim 18, wherein the release mechanism is at least one of a pull cord or a spring loaded mechanism operably coupled to the suture ends, wherein activation of the release mechanism unwinds the sutures.

22. The active vent airbag system of claim 21, further comprising:

an electronic assembly communicatively coupled to the inflator and the release mechanism, wherein

The electronic assembly is configured to send a first signal to the inflator to initiate deployment of the airbag,

the electronics assembly is further configured to send a second signal to the release mechanism to activate the release mechanism, an

The second signal is sent after the first signal, activation of the inflator, a rapid deceleration event, or a predetermined period of time after deployment of the airbag.

23. The active vent airbag system of claim 18, wherein:

the bladder includes a sealed opening; and

the seam is made of a wire extending from the vent, through the sealed opening, and across the airbag toward an interior surface of the seat occupant, wherein the wire defines the release mechanism, and

wherein impact of the seat occupant against the airbag tensions the lines within the airbag and unfolds the stitching lines and releases gas from the exhaust port.

24. A method for deflating an airbag, the method comprising:

detecting a crash event with an electronic component of an airbag system;

sending a first signal from the electronic assembly to activate a first inflator, wherein activation of the first inflator inflates an airbag; and

sending a second signal from the electronic assembly to activate a second inflator, wherein the second signal is sent after the first signal, wherein activation of the second inflator inflates a hose, and wherein inflation of the hose opens a vent to reduce the pressure within the airbag.

25. The method of claim 24, wherein the second signal is sent after a predetermined period of time after the first signal, activation of the inflator, a crash event, or deployment of the airbag.

26. The method of claim 24, wherein the second signal is transmitted after detecting a position of a seat occupant relative to the airbag, a seat, or a monument surrounding the seat occupant.

27. The method of claim 24, wherein the second signal is sent after detecting that the internal pressure of the balloon is above a predetermined level.

28. The method of claim 24, wherein the balloon is a first balloon, and the method further comprises:

inflating a second airbag within the first airbag via the second inflator, wherein inflating the second airbag ruptures a seam sealing the first airbag and the second airbag.

29. The method of claim 24, wherein the balloon is a first balloon, and the method further comprises:

inflating, via the second inflator, a second airbag at least partially disposed within the first airbag, wherein inflating the second airbag ruptures a seam sealing the enclosed portion of the first airbag, and wherein the second airbag remains sealed after the seam ruptures.

30. The method of claim 24, wherein a first seam portion secures the hose to an interior of the airbag and a second seam portion seals a remainder of the airbag, and wherein inflating the hose ruptures the first seam portion to form a vent and release gas from the airbag.

31. The method of claim 24, wherein the vent comprises a vent slit covered by a patch, wherein inflating the hose ruptures a seam connecting the patch with the hose and the airbag.

32. The method of claim 24, wherein the vent comprises a vent seam closed with stitching, wherein the stitching is attached to an end of the hose, and wherein inflating the hose ruptures the stitching to release the stitching from the vent seam.